Mounting



L. F. MCNITT Aug. 31, 1954 MOUNTING 3 Sheets-Sheet l Filed April 15, 1949 la. l mf mw L x m ma w e ha ,l m` L Aug. 31, 1954 L, |l MGMT-r 2,687,860

MOUNTING Filed April 13, 1949 3 Sheets-Sheet 2 BY .7W Mw! QUI/wl Aug. 31, 1954 L. F. McNlTT 2,687,860

MOUNTING Filed April 13, 1949 3 Sheets-Sheet 3 INVENToR. azz/Zisff/VS /VZ )wml/MMX Patented Aug. 31, 1954 MOUNTING Lewis F. McNitt, Royal Oak, Mich., assigner to Chrysler Corporation, Highland Park, Mich., a

corporation of Delaware Application April 13, 1949, Serial No. 87,278

1 Claim.

rlhis invention concerns improvements in or relating to mountings for bodies which have overhung portions on either side of the mounting structure and which are subjected to gyroscopic forces of precession. Mountings of this kind are commonly provided for aircraft power plants partioularly when the engine or turbine used is of an elongated type.

Known forms of this kind of mounting for an aircraft power plant commonly furnish restraint at different points along the length of the power plant for the purpose of limiting the degrees of freedom and amplitude of movement thereof to a minimum. As the length to diameter ratio of the power plant increases and as the speeds of rotation involved, increase it becomes more apparent that rigid constraints are not feasible.

Where blading is employed in high speed rotating apparatus, and where the stator casing is held from exure, the rotor casing tends to bend under i forces introduced due to axial tilt and the rotor and stator blades approach one another to create interference. On the other hand, certain portions of the casing for the power plant must be supported in order that they may be relieved of an undue bending burden and in order that at least some constraint is impressed upon the power plant relative to its bed.

The present invention has for its object the provision of a mounting which will insure support from both a linear and angular standpoint in immediate proximity to the center of gravity of the power plant.

According to the present invention, a mounting for the power plant comprises cooperating support members which serve as compound beams to resist the force of gravity, of axial thrust, and of angular rotation or roll due to reaction occasioned by the driven rotating member.

According to another feature of the invention the cooperating support members are disposed to lie in a common plane substantially containing the center of gravity of the power plant and extending transversely to the rotational axis of the machinery.

According to yet another feature of the invention, restraint struts are also provided in order to apply restraint where practicable and to leave portions of the engine casing demanding movement unrestrained. Those portions of the casing directly affected by the restraint struts are thereby inclined to be unloaded of bending stresses otherwise normally set up, which latter are instead communicated directly to the support members.

According to still another feature of the invention the restraint struts are paired and set relative to the support members so as mutually to diverge as they approach the latter and transmit with facility the necessary reactive stresses for overcoming precession couples which stem from the gyratory inuences encountered in overall maneuvers of the machinery.

A specic embodiment of the invention, as it applies to mounting a power plant for an aircraft, will now be described merely by way of example with reference to the accompanying drawings, whereof:

Figure 1 is a side view of the power plant with certain portions broken away and shown in section for the purposes of clarity;

Figure 2 is a front View of the power plant of Figure l with certain parts shown in section; and

Figure 3 is a perspective view of the mounting structure in conjunction with the power plant shown in phantom in effort to establish the relationship there involved.

As shown in Figures l and 2, the power plant is adapted to drive a propeller ld of which the hub portion is enclosed within a fairing housing i2 for mounting on shaft ill. Structural sections i5, i8, and 2Q, in any number as desired, serve to represent the structure of the aircraft; These sections may be joined where necessary for assembly pur- A reinforcing strip i9 is fancifully shown mounted around the periphery of section it for the purpose of providing suitable stillness for receiving in appropriate support bracket fashion the mounting for the power plant. These support brackets formed of section it may carry shear pads 23 which together with apertures 2i provided in bracket section i8 and reinforcing strip i9 provide means by which the power plant mounting may be secured to the aircraft structure.

The casing il for the engine proper will be seen to extend from its position along' gear box 22 rearwardly to blend as the stator housing for compressor S. Lateral offsets of casing il adjacent the rear of gears 22 provide the handling eyes at 25 and an accessory gear case at 2li. To the rearward of the front flange 29, marking the beginning of the compressor section, may be Seen two peripheral flanges 33 and 35 which define a strip around thegirth of compressor 35i. This compressor is connected to gear box 22 and the propeller shaft is by means of a shaft 2t carried by suitable bearings 2l which are supported in the casing il. The girth strip defined by flanges $3 and 35 is selected at a position along the longi- 3 tudinal extent of the power plant such that it is generally in the immediate vicinity of the center of gravity of the power plant.

The relation of flanges 33' and 35 to the mounting for the power plant is set forth more in detail in an appropriate succeeding section of the discussion. To the rear of these flanges 33 and 35, and in surrounding relation to compressor 30 is provided an annular envelope or shell 3| which forms heat transfer passages for providing necessary heat recovery during operation of the power plant.

For a fuller and more complete understanding of the operating principles involved, reference may be had to copending application Serial No. 715,840, filed December 12, 1946, in the names of Staley et al., Patent No. 2,631,430.

Briefly, rearward of gear box 22 adjacent accessory case 24, are provided air scoops 28 through which air is drawn in order that it may be compressed, have fuel added to it for combustion and ultimately be consumed by the turbine component of the power plant. The air is led by suitable passages from scoop 28 along the inner periphery of engine casing and through the axial flow compressor 30. Delivered at the rear end of compressor 30 in a compressed state, the air is deflected by suitable baffling passages 32 to reverse its path of flow and then is led forwardly along passage 34 formed in the sheet metal shell 3|, which surrounds the compressor.

The path of the air is again reversed by means of passage 36 and directed through a first annulus of regenerator tubes 38 which discharge into reversing passage 40. By successive inward passes the compressed air is further directed through another bank of regenerator tubes 42 to enter reversing passage 43 where it again is passed along an inner set of tubes 44 for delivery into the annular chamber 46. hereinafter set forth, the air acquires heat in its passage lengthwise through the tubes and is delivered into the chamber 46 at a relatively high temperature and pressure. Leading from the annular chamber 46 are to be observed a series of peripherally aligned individual sleeve type burners 48 by means of which the hot compressed air is nally prepared for consumption by the turbine.

The outer and inner sleeves of the burners deline a longitudinal annular passage 50 from which the air is led inwardly through suitable baffles into the inner sleeve of the burner. At one end 52 of the inner sleeve of the burner are provided a fuel spray nozzle 54 and an igniter plug 56. These elements 54 and 5B serve respectively to introduce and ignite a spray of fuel which is delivered into the compressed air within burners 48. The burning fuel and its products of combustion are then passed downwardly of the individual burners 48 to a reversing turn 58 and there the individual paths of the energy gases are merged into a common annulus 60. Turbine 62 is so placed with respect to this annulus that nozzle vanes 54 direct the energy gases to impinge upon turbine blading 66 and the torque imparted thereto is then transmitted forward to the compressor, accessory case, and propeller by suitable shafts and gearing. The spent gases discharged from the turbine are then delivered through a passage 68 in cross-flow fashion to pass over and heat the respective sets of regenerator tubes 44, 42, and 38. Provided at appropriate locations along the outside of sheet metal envelope 3| are to be seen exhaust collectors 12 which receive In a manner which will be 4 the outwardly flowing spent gases and direct them through jet nozzles 'l0 in a direction toward the rear of the machinery just set forth.

As particularly brought out in Figures 1 and 3 the turbo-prop engine will be seen to be supported in the aircraft structure through the sole medium of beam structure '14. Suitable pads 16 may be interposed at the juncture with the support brackets of the aircraft structure to receive the individual feet of beam members and by appropriate fasteners such as at 18 the support mounting 14 may be rmly attached to the aircraft structure.

In Figure 2 is represented a plan view of one beam member 8i] going to comprise the support 74. An outer margin reinforcing rib 82 and inner margin reinforcing rib 84 are provided on the member B0 to impart rigidity thereto. The inner rib 84 will be seen to be of a general arcuate configuration and of the general appearance of a reinforcing flange. Intermediate ribs such as at 86 and 88 supply additional rigidity to the outer reaches of member 80.

Member 80 is provided with two radially extending arms such that when paired with its complementary member will present the appearance of an X-frame. Lightening holes 9S are provided throughout the structure and along the inner arcuate ange there are provided fastening apertures 92 for securing member 80 to the forward end of the compressor. Bolts 3l' are adapted to pass through the girth flanges of the compressor in which are provided complementary apertures for registry with the apertures 92 in member 80. The bolts 3i insure a rigid t between the members involved. At the end of arm 94 of member 80 is provided a faced-off bearing surface 9S best seen in Figures 2 and 3, which has an overhanging portion supported by a rib 98 in which may be formed a handling aperture |00. In face 9S there is formed a recess |02 for receiving shear pads 23 and also openings |04 for receiving fasteners. An additional cooperating shear pad |06 is also adapted to be received in recess |02. Fastened to shear pad |06 is a shipping device |08 upon which is formed a radiating lug ||2 provided with a pad-eye aperture H0. Suitable bolt apertures for fasteners like fasteners 'I8 are provided in device |08 which, when shear pad |06 comes into registry with recess ll2, are adapted to come into registry likewise with apertures |04. Shipping devices |08 are of advantage in transporting the turbo-prop machinery for ultimate assembly in an aircraft since they protect the bearing face S5 of each arm 94 and also provide a suitable pad-eye for use in handling the machinery.

Beam members 80 just described will be observed to have sufficient thickness to serve in the form of compound beams in supporting the machinery. The design of each arm is suitable for the resisting of any rolling effect or tendency of the machinery such as may be due to the reaction from propeller and also are of a sufficient depth to resist any axial thrust imparted by the propeller. |The support members 80 may be seen to be sufficient of themselves to withstand gravity forces while supporting the engine during final assembly in the aircraft.

It will be recalled that a rigid attachment is provided between the arcuate rib 84 formed on member 80 and the girth lianges of the compressor in order to amply support the machinery adjacent the center of gravity thereof. However, additional means must be provided in the form of restraint struts |20 to resist a yawing or pitching tendency of the power plant.

Actually the primary consideration in this regard is the gyratory reaction involved with such high speed machinery wherein the axis of rotation is subject to rapid changes in inclination. That is to say, if the axis of rotation is tilted in pitch-like motion, the gyratory reaction or precession will tend to become evident in a yaw-like direction or more specifically, in a plane of 90 to the plane in which the axis of rotation is attempted to be deected.

As previously stated, constraint at a plurality of points along the casing which carries the stator blading is not feasible since a deflection of the casing which bears the rotor requires a deflection of the stator casing in order to prevent interference between the sets of blading. These same requirements are of course not applicable to all components of the machinery and suitable restraint may be imposed upon the gear box casing or upon such intermediate portions of the engine casing as desired. To this end, a faced-off portion H9 is formed along the forward Surface of beam member 80 and a suitable bore ||8 is provided therethrough for the depth of each arm 94. One end of each restraint member |20 is formed as at |28 with an aperture |22 for registry with aperture IIS in the faced off portion H6. A suitable fastener |26 attaches the two members together at a location adjacent the point of attachment of arm 94 with the support brackets in the aircraft structure or with the shipping devices |08 as the case may be. The body portions |23 of member |20 inclines convergingly forward to its opposite end portion |39 which is provided with a suitable shear pad |32 and apertures |36.

Examination of Figure 1 will reveal that complementary recesses |89 are provided in engine casing for receiving the shear pads |32 in much the same fashion that the complementary shear pads 23 formed on the aircraft structure are received in aperture |92 formed in each arm of the support beam. Fasteners or bolts |38 are then inserted through the aperture |36 in restraint strut |20 into threadable engagement with the engine casing in order to form with shear pad |32 a rigid attachment between member |20 and the engine casing By virtue of the rigid attachment of each member |29 with the engine casing,

stresses set up in the casing may be communicated directly to the support beams 80 without exposing the intermediate portions of engine casing l1 to the unnecessary bending to which they would otherwise be subjected. Since no single member |20 is parallel to any other member |20 and since together they assume a frusto-pyramidal arrangement, moments in any direction along the rotational axis of the machinery may be amply accommodated by the members |20 and transmitted directly to the rigid support beams 80. By way of illustration, in case the axis of rotation is tilted in a plane substantially containing two of the oppositely disposed members |20, and since the gyroscopic forces of precession operate in a plane substantially 90 thereto the counterpart pair of oppositely disposed members |20 will be available to resist the bending couple there resulting. Any combined yawing or pitching tendency of the engine will be resisted by at least two of the struts |20 and except in special instances will be resisted by a combination of the four struts in much the same fashion as will be precessive forces.

Essentially, support beams provide for support of the machinery in a rolling motion, in a linear axial motion, and in any linear motion due to the action of gravity. The strut members |20 provide the necessary restraint in respect of gyratory couples which tend to set up bending stresses along the axis of rotation. In either case the reaction upon the aircraft structure is manifested only at points along the outside periphery of the individual arms 94 of the X-frame structure. There has thus been provided an overall mounting which from an assembly standpoint is highly feasible in that the mounting need be attached directly to the supporting aircraft structure in only those locations which may lie in the plane substantially containing the center of gravity of the machinery, there being four such locations shown. Another advantage of the disclosed mounting lies in the fact that the turbine and compressor components of the machinery are allowed general flexure to accommodate operational yawing, pitching, and precession tendencies; yet restraint is provided in appropriate areas in order that the axis of rotation of the machinery may be held to within the general confines of the bed position allocated to it in the aircraft structure.

Although one constructional embodiment of my invention has been described and illustrated in detail, it is to be understood that the invention can be embodied in other forms without departure from its spirit.

What is claimed is: n

Structure for mounting an aircraft engine in an engine bed comprising radial flanges disposed closely adjacent each other to denne an annular recess extended at least partially about an engine and intersected by a transverse plane passing through the center of gravity occurring on the longitudinal principal axis of inertia of the engine, support brackets adapted to be attached to an engine bed in radial alignment with said recess, a rigid X-frame, having two parts each comprising two arm portions connected rigidly to said support brackets and a portion connecting the arm portions lying in the recess and iixedly secured to said anges, and strut means connected to the arm portions adjacent the ends thereof and adapted to be connected to an engine at points spaced from said anges.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,392,655 Postel-Vinay .Oct. 4, 1921 1,959,969 Saurer May 22, 1934 2,327,062 Preston Aug. 17, 1943 2,346,680 Harper Apr. 18, 1944 2,411,562 Thompson Nov. 26, 1946 2,418,868 Cole et al. Apr. 15, 1947 2,479,573 Howard Aug. 23, 1949 2,481,547 Walker et al Sept. 13, 1949 2,529,955 Morley Nov. 14, 1950 2,529,958 Owner et al Nov. 14, 1950 2,539,960 Marchant et al. Jan. 30, 1951 

